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INVENTOR WilliomF. Eames.

ATTQRNEY Sept. 7, 1954 w. F. EAMES ZONED ELEVATOR SYSTEM 13 Sheets-Sheet 13 Filed Dec. 29, 1951 of Solllmd-Y mvENToR millicm P Eomes.

CSTB? L ATTORNEY Patented Sept. 7, 1954 ZONED ELEVATOR SYSTEM William F. Eames, Westfield, N. J., assignor to Westinghouse Electric Corporation, East Pittsburgh, Pa., a corporation of Pennsylvania Application December 29, 1951, Serial No. 264,036

36 Claims. 1

This invention relates to elevator systems and has particular relation to elevator systems which at least during certain periods provide zoned operation.

rSince the introduction of the elevator systems described in the Bouton et al. Patent 2,876,113, the Williams et al. Patent 2,376,118 and the Santini Patent 2,492,010, the advantages and success of the zoned elevator system have been thoroughly demonstrated. In order to facilitate an understanding of the invention, a brief summary will be given of the problems which the zoned elevator systems were intended to overcome.

The demand for elevator service is subject to substantial fluctuation. For example, consider an elevator system comprising a plurality of elevator cars installed in an ofli'ce building having a lower terminal or street door and a large number of higher floors to be served by the elevator cars. Conveniently, the demands for service which the elevator cars must answer may be divided into three categories: up-peak travel, off-peak travel, and down-peak travel.

Up-peak travel occurs shortly before the start of a business day and at the close of the lunch period. During suc-h a period a large number of people desire transportation substantially at the same time from the street floor to the higher floors of the building.

The up-peakperiod is followed by an off-peak period during which the travel in the two directions is comparatively balanced.

Down-peak travel may occur at the start of the lunch period and also at the close of the business day. During such a period a large number of building occupants desire transportation.

from higher floors to the street floor at substantially the same time.

The elevator systems described in the aforesaid patents provide a distinctive service for each of the three peaks. For example, during the up peak` all of the elevator cars may be arranged to provide high-call reversal operation. In such operation, each elevator car is loaded at the street floor and discharges its passengers at the various floors which they desire. After the elevator car has answered its last call for service in the up direction, it reverses and promptly returns to the street floor.

In some casesduring the up peak the floors of the building may be'divided into two or more zones of floors. Certain of the elevator cars are specifically assigned to operate high-call reversal in each of the zones.

During the off peak the demands for elevator car service are substantially balanced for the two directions of elevator car travel. To care for such balanced travel, the elevator cars may operate on through trips between the lower terminal floor and an upper terminal floor. The elevator cars are dispatched in succession from each of the terminal floors. The interval between the dispatch of successive elevator cars preferably is selected to provide reasonably prompt service for prospective passengers.

During the down peak, elevator cars on their down trips tend to ll at the higher floors of the building and to provide poor service for the lower floors thereof. In order to prevent the higher floors from monopolizing the elevator car service, the fioors may be divided into two or more zones. Thus, if the floors are divided into two zones, certain of the elevator cars which may be referred to as high-Zone cars are assigned to provide service primarily for the high zone of floors. The remaining cars may be assigned to provide service primarily for the floors in the low zone, and may be termed low-zone cars.

In the prior art it has been the practice for a supervising person, such as an elevator starter, to transfer the elevator cars from one type of operation to another type of operation. To a substantial extent, the efficiency of an elevator system has depended on the ability of the starter to anticipate changes in the demand for elevator car service. If the transfer in the type of operation by the starter lags or precedes the service demands substantially, the efficiency of the elevator system is substantially lowered.

It is possible to transfer the elevator system from one type of operation to another type of operation by means of a time switch which operates at predetermined times during the day to initiate desired transfers.l The use of e time switch provides efficient operation of the system only if the up peaks, oi peaks and down peaks can be accurately predicted or occur at the same time and have the same duration during each day. Because of its inexibility, the time switch or time clock is unable to adapt itself to random variations n timing or duration of the peaks.

In accordance with the invention, an elevator system is automatically transferred from one type of operation to another type of operation in to provide reasonably prompt service for prospective passengers.

It should be noted that if the elevator cars are of the attendant-operated type, the dispatching device may operate a signal in each elevator car for the purpose of notifying the attendant that he should start the elevator .car from the dispatching floor. If the elevator system is of the automatic type, the dispatching device automatically starts the elevator car at the proper time from the dispatching floor.

In some cases an elevator car may not fbe available at a dispatching iioor when :the associated dispatching device is ready to dispatch a car. Under such circumstances, an elevator car :approaching the dispatching door may be brought to a stop and reversed at :the floor 'nearest the dispatching floor for which a priority call for elevator service has been registered. A priority call designates a call for elevator car service which `should receive special attention. For eX- ample, `it may `be a call for elevator car service which has 'remained `unanswered for an abnormally long time, such as `40 seconds Vvor more. As a lfurther example, certain 'iioors of the building maybe designated 'as *iioors yfor which all calls for elevator car service are Vto be treated as priority calls.

`When -the demand for elevator car service makes it desirable, the system automatically shirts -or transfers to lprovide a zoned operation. The service Ademand required to initiate-a transier and the 'type lof operation of the elevator 'system'may -be based'onvarious factors, such as the number, distribution, Aduration ande'direction of theica'lls 'for elevator service. Thus, ii ydown calls in lexcess -oi a predetermined lnumber are registered from certain lower iioors -of the building, the-elevator system may be transferred from offpeak to down-peak operation. As a vfurther example, if 'the total number of down calls for elevator 4car service throughout the building exceeds a predetermined number, the transfer to downpeak operation `may 'be effected. If one or more of the down calls are priority-calls, the .number of calls required for the transfer to down-peak operation `may loe-reduced.

When the Lelevator system is transferred to zone operation, eachof the velevator cars is assigned `for a llimited period primarily to one Aof the zones of floors. At the conclusion of each assignment, eachcar is reassigned `to one .of the zones. Thus, `each of 4the elevator cars `may Ibe reassigned to one -oi the -zones after each .trip thereof conveniently as ithe elevator car substantially :reaches .the lower zterminal Liioor.

Theassignments of 4the elevator cars .may iollow .a rpreconceived plan. Thus, `in .a preferred embodiment of the inventionior a building Vhaving a .low and a .high zone oi floors, successive elevator-cars may'beassigned alternately to serve primarily the 4high zone and the .low Zone of floors.

If desired, a high-zone car (one assigned to serve primarily the high zone of floors) may operate substantially in the manner in Which .it operated .during the off-peak period. Preferably, however, the operation of the high-zone car is somewhat modified. The high-zone car preferably operates high-call reversal and it bypasses down .oorcall-s which are registered in 'the low Zone-,ofiioorsl The high-zone carsare dispatched at suitable 'intervals from thelower terminal floor.

The low-Zonefcars (those assigned to serve primarilyzthe low zone ci floors) lare removed from control by the lower dispatching device. These cars are started from the lower terminal floor as soon as possible after their arrival thereat.

While at the lower terminal floor, a low-zone car preferably displays a signal indicating to prospective passengers that the car on leaving the lower terminal oor will travel in a down direction. `The false signal discourages prospective passengers from entering the elevator car.

.or ii this indication is undesirable for any reason, no signal at all may be displayed.

.Inasmu'ch as the low-zone car is not intended to accept passengers for up travel, the car-call buttons are rendered ineffective during up travel of the low-.zone ,elevator car. Furthermore, the elevator car during its up travel by-passes all up calls registered from vthe floors.

if the low-zone elevator car is travelling up in the low zone when the calls for elevator car service in the down direction from the floors of the low zone exceeds a `predetermined quota, the elevator car 'will fstop fat the highest down .licor call in the 'low zone,1reverse and accept all .down calls during its return to the lower terminal filoor.

When the service demand decreases suitably, the elevator-system automatically returns to .cifpeak operation.

It is Vtherefore lan object vof the invention to provide an elevator `system 'having a plurality Aof modes cf .operation wherein the elevator lsystem shifts .automatically vfrom kone .mode of loperation to another ymode of `operation infaccordance with the demand for lelevator ca-r service.

It isa .second object of .the invention .to .proviole `an elevator system which provides .substantially balanced vservice in .the .two directions fof travel and whichshifts Vautomatically to anoperation providing .preferred service iin a ,predetermined ldirection Vin .response to a predetermined service demand.

It is a .third object of the invention to fprovide a zoned elevator system wherein elevator :cars repeated-ly are 4reassigned `at intervals to iserve primarily ,any Aone of the izones of noors 1in 4.the buildingservedby .theelevator system. Y

It is .a `fourth object of .the invention to pro vide van Yelevator system wherein `an elevator car conditioned :for travel in -fone direction displays a signal indicating impending movement of :the elevator carin the .opposite direction.

1t is a lfifth object `of the invention to provide a zoned elevator system Whereina low-Zone-car traveling :in a higher zone stops andreverses at the irst :priority call for service .in a predetermined Idirection 1in response r4to occurrence of :a predetermined service demand.

Itis a sixth -obiect A of .the invention to `ru-Ovide an elevator system which automatically shifts from -.a balanced voperation vwhich provides substantially lbalanced service `in the two Idirections of travel of .elevator cars employed in the system to :a :Zoned operation providing a substantial-1y unbalanced vservice .for the two directions of operation of .the elevator cars Aand .which returns :to the balanced operation iin response Ito predetermined :service demands.

IItis a 4seventhlob'jectfof the invention -toprovideanrelevator system wherein elevator cars are dispatched from a dispatching ioor and wherein displacement -of ,all Ielevator cars vfrom fthe ldispatching floor at faf'tim-e'when an elevator car to bedispatched therefrom results in-a stopping and Ireversal of an elevator car approaching the dispatching floor at a iioor lcorresponding to a priority ca'll forfservice.

Other objects of the invention will be apparent from the following discussion taken in conjunction with the accompanying drawings in which:

Figure 1 is a view in elevation with parts broken away and parts schematically shown of an elevator system embodying the invention;

Fig. 2 is a view in elevation with parts broken away of a floor selector suitable for the system of Fig. 1;

Figs. 3 to 6 are schematic views showing electrical circuits in straight line form which may be incorporated in the elevator system of Fig. 1;

Figs. 3A to 6A are schematic views of electromagnetic switches and relays employed in the elevator system of Fig. 1. If Figs. 3 to 6 are placed in horizontal alignment respectively with Figs. 3A to 6A, it will be found that the corresponding contacts and coils shown in each pair of figures are substantially in horizontal alignment;

Fig. 7 is a schematic view showing a circuit in straight line form of a dispatcher suitable for the lower terminal floor of the elevator system shown in Fig. 1;

Fig. 7A is a schematic view showing electromagnetic switches and relays employed in the elevator system. If Figs. 'l and 7A are placed in horizontal alignment, it Will be found that corresponding contacts and coils of the two figures are substantially in horizontal alignment;

Fig. 8 is a schematic view showing circuits in straight line form of a dispatcher suitable for the upper terminal iloor of the elevator system shown in Fig. l; and

Fig. 8A is a schematic view showing electromagnetic switches and relays employed in the elevator system of Fig. 1. If Figs. 8 and 8A are placed in horizontal alignment, it will be found that corresponding contacts and coils of the two figures are substantially in horizontal alignment.

In order to present the invention in an orderly manner, a number of conventions have been adopted. The elevator cars herein described are identified by letters, such as A, B, C and D. Inasmuch as the indivdual circuits and apparatus associated with the elevator cars are similar, it will sulce to describe the circuits associated with the elevator car A. Similar circuits for the remaining elevator cars will be identified by the same reference characters preceded by the letters identifying such remaining elevator cars. For example, the reference character LL identifies a lower terminal relay for the car A. The reference characters BLL, CLL and DLL represent similar lower terminal relays for the cars B, C and D, respectively.

A number of electromagnetic relays and switches are employed in the circuits associated with the elevator cars. Each of these switches or relays may operate front or make contacts which are closed when the associated relay or switch is in its energized or picked-up condition. Such contacts are opened when the switch or relay is deenergized or dropped out. I

The switches and relays also may operate back or breakcontacts. Each set of break or back contacts is closed when the associated switch or relay is in its energized or picked-up condition. It follows that each of the sets of break or back contacts is closed when the associated switch or relay is in its deenergized or dropped-out condition.

Since each of the switches or relays may have a number of sets of contacts, each of the sets of contacts will be identied by the reference character applied to the switch or relay followed by a numeral specific to the set of contacts. For example, the reference character UI designates the first set of contacts of the up switch U. As a further example, the reference character U3 designates the third 'set of contacts for the up switch. Unless otherwise specified, the relays and switches are illustrated in their deenergized conditions.

As previously pointed out, the elevator system may be arranged for automatic or attendant operation as desired. In conventional attendantoperated elevator systems, the attendant in an elevator car operates a car switch in order to close the doors of his elevator car and permit the elevator car to start from a iioor at which it has stopped. In a conventional automatic elevator system, the doors close automatically to permit starting of the elevator car.

In dispatching an attendant-operated elevator car, it is customary to provide signals for notifying the attendant that he is to start the elevator car from the dispatching floor. In dispatch-v ing an elevator car of the automatic type, lit is the practice to have the dispatcher complete a doorclosing circuit for the elevator car to start the elevator car from the dispatching iicor. Since automatic and attendant-operated systems are lboth well known in the art, it will suflice to describe the invention as applied Ito an attendantoperated elevator system.

The invention may be employed in a structure having any desired number of landings or floors. Furthermore, the elevator systems serving these floors may include any desired number of elevator cars. However, the invention may be described adequately as incorporated in a building having eleven floors served by four elevator cars. It will be assumed that the eleventh iioor constitutes an upper dispatching floor or terminal floor from' which the elevator cars are dispatched. The first floor serves as a lower dispatching floor or terminal floor from which the elevator cars are dispatched for up travel. The building also may include one or more basement floors below the rst floor, but it will be assumed that the elevator cars normally operate between the first and eleventh iloors and require special operations to send them below the first floor.

Inv order to facilitate the analysis of the drawings, the following list of apparatus is presented:

APPARATUS FOR CAR A N--high floor-call relay LZ-low-zone relay Y-auxiliary high floor-call relay (low-zone cars) H--high-zone car relay L-low-zone car relay LL-lower terminal Arelay NL-next relay (lower dispatcher) 5 LT-upper terminal relay COMMN TO CARS 2DR to IIDR-down `floor-call registering relays ZDRN to I'IDRN-down floor-call cancelling coils ZUR to lUUR,-up to floor-call registering relays ZURN to 'IIIURN-up 'door-call cancelling relays 30D-first selection relay ZIN-second selection relay DSE-down service relay Q-quota relay ICA-rst service-demand relay ILC-second service-demand relay 2LC-third service-demand relay CA-fourth service-demand relay ZDT to II'DT--down Viioor-ca'll timing relays 2EL, SEL-expediter Irelays (lower dispatcher) ISL, 2SL, BSL-interval relays (lower dispatcher) USL-start relay (lower dispatcher.) HCR-reversal control relay ZET, ET-expediter relays l(top dispatcher) IST, 2ST, 'SST- interval relays (top dispatcher.) UST-#start relay (top dispatcher) 2c to Ilc-car-call pushbuttons IU .to IlIlU--up oor-ca'll lbuttons 2D to 'I lD-down licor-call buttons IIn Fig. l, the mechanical locations of various parts of the elevator system are illustrated. Only two or the elevator cars A and B are illustrated in Fig. l, but it will be understood that additional cars if employed will be similarly associated with the building structure.

As shown in Fig. 1, the building structure includes a hoistwa'y I within which the elevator car Ais mounted vfor travel. Two floors ELI and PL2 served by the elevator car are .also illustrated.

'It will be noted that the elevator car A is connected by a flexible rope or cable to a counterweig'h't 1. The rope 5 passes around a traction sheave '9 which is secured to the shaft oi a motor MO. In accordance with the conventional practice, the motor MO is mounted on a penthouse floor II which 'forms part of the building structure. A brake I3 of the conventional springapplied electrically-released type is provided for stopping the elevator car.

In order to assist in the control of the elevator car, a iioor selector FS is provided. This iioor selector may be or" any .conventional construction. In the embodiment `of Fig. 1, it 4will be assumed that the oor selector comprises a panel I5 on which aplurality of rows of contact segments are mounted. Two such rows a2 to all andm 'to m10 are illustrated in Fig. 1. A more :complete de-k velopment of the contact segments 'and associated parts will be presented in the discussion o'f Fig'. 2.

The contact segments are engaged by brushes which are moved relative to thecontact segments in accordance with movement ofthe eleva-torcer. To this end, a carriage II is mounted vfor movement by means of a vscrew I9 lrelative to lthe panel I5 in accordance 'with motion of 'the elevator car. Conveniently the screw I9 Vmay 'be coupled to the shaft of the motor M0 through suitable gearing 2 I.

To permit registration of calls Vfor elevator-car service, floor buttons are provided. Thus, va'tthe second floor, a call button '2U is provided by which a call may be 'registered -for yelevator car service in the up direction. It kwill lbe understood that asimilar floor button is `provided for each of the lloors requiring Aup lservice from the elevator cars. Each of the buttons is identi fied by the reference character 'U preceded 'by a numeral corresponding to the `door with which it is associated.

- 'In .a similar manner, the second :floor has va call button lDby which a call 'may be registered for elevator `car service in the down direction.. A similar button is provided for each of the floors requiring elevator car service in the down direction. Each of these buttons is 'identified by the reference character D preceded by a numeral corresponding to the iloor with which itis associated` 'The .ricer-call buttons are common to all of 'the elevator cars. v

.Each -of the elevator `'cars has yassociated therewith -iioor signals .for the purpose of indicating at `each iioor at which the elevator lcaris stopped, the direction iin which the elevator car will .leave such ffioor. :hereinafter pointed out, it may be lc'onveliient to provide a false signal at `certain of the floors under certain 4conditions .in order to improve the eiiciency of operation ci `the system. By inspection or Fig. l, vit will be noted that va floor lantern is provideci at the second sfloor. When illuminated, the floor lantern indicates that the elevator car A will leave Vthe second door in the up direction. A `similar ffloor lantern is :provided at each :oi the vfloors from which the elevator car may move in the up direction. .Each of the floor lanterns is .identidad by the ref.- erence character preceded v.by a numeral corresponding to the vfloor with which it is :associated.

AIn an analogous manner, the second iioor has a iioor lantern 2DL which when illuminated indicates that the elevator Ycar A will leave the second Afloor in the :down direction. A 'similar door lantern .is `provided vfor Leach of the iioors from which the elevator car may move in the dow-ndirection. Eachof thedown floor lanterns is identified by the .reference character DL preceded by a numeral corresponding to 'the floor with which the Vio'or :lantern ifs associated.

Certain apparatus 'is mounted on or in the elevator cars. '-Ihus, the elevator -car =A has a car Aswitch .CS which is operated by the car` attendant in yorder to lstart fthe elevator car from a floor at which it lis stopped. Also a by-pass button 23 is yprovided which is operated by the car attendant when the elevator carxis loaded -to by-pass `further 'calls for elevator -car service from the various noors served by the elevator car.

A Aplurality of car-call buttons 2c to I'Ic are provided vfor the Ypurpose of 'registering calls Afor floor-s desired by passengers within the elevator car.

Car operating 'information is conveyed vto the car 1attendant by a plurality of signals, such as lamps. For example, a lamp NUT located'withinthe elevator car when illuminated Vadvises the car .attendant that vhis car is selected as the next carto 'leave Vthe upper terminal floor. The lamp UT when nilluminated informs .the car lattendant that .his car should start from the upper termi- When the coil of the inductor relay is car is adjacent a magnetic inductor plate UEP associated with the desired oor. Such operation of the contacts El is employed for initiating slowdown of the elevator car during an up trip at each floor at which the elevator car is to stop. In a similar manner, the inductor relay E cooperates with an inductor plate DEP to operate the break contacts E2 during down travel of the elevator car for the purpose of initiating slowdown of the elevator car as it approaches each floor at which it is to stop. It will be understood that an inductor plate UEP is similarly associated with each of the iioors at which the elevator` car is to stop during up travel thereof. Also, an inductor plate DEP is provided for each of the floors at which the elevator car is to stop during down travel thereof.

In a somewhat similar manner, an inductor relay F cooperates with up inductor plates UFP and down inductor plates DFP to control the stopping of the elevator car at the desired oor during up travel and down travel thereof, respectively. If the coil of the inductor relay F is energized and if the inductor relay is adjacent the inductor plate UFP the break contacts Fl are open to initiate a stopping operating of the elevator car. If the elevator car is travelling down and if the coil of the inductor relay F is energized and if the inductor relay is adjacent the inductor plate DFP, the break contacts F2 open to initiate a stopping operation of the elevator car. Such inductor relays are well known in the art.

FIGUREr 2 In Fig. 2, the relationships of the contact segments and the brushes of the floor selector FS for the car A are shown in greater detail. A brush 25 mounted on the carriage 2l successively engages the contact segments a2 to all, inclusive, during up travel of the elevator car to initiate stopping of the elevator car at oors for which car calls are registered. A second brush 21 cooperates with the same contact segments and is associated with circuits for detecting the presence of a car call registered for a floor higher than the position of the elevator car during up travel thereof. The brush 21 has a length sufficient to bridge two successive contact segments.

It will be understood that each of the contact vsegments is associated with one Aof the floors served by the elevator car. Thus, the contact segment a2 corresponds to the second floor whereas the contact segment all) corresponds to the tenth floor served by the elevator car.

A brush 29 mounted on the carriage 2l cooperates With contact segments b2 to blt) which are associated with the floors represented by the numerals following the letter 5. The contact segments and brushes are associated with circuits for the purpose of stopping the elevator car during an up trip at floors for which hall or floor calls are registered requiring travel in an up direction.

A brush 3l cooperates with contact segments c2 to CID. These are employed in circuits for cancelling any up hall or door call which the elevator car answers.

A brush 33 coaots with contact segments d2 to dll). These are employed in circuits which initiate a stopping operation of the elevator car during down travel at floors for which car calls are registered.

A brush 35 is associated with contact segments f2 to fH. These are employed in circuits for cancelling down floor calls which are answered by the elevator car.

Certain operations are dependent on the positioning of the elevator car at the lower and upper terminal floors, such positioning is indicated by circuits which include a brush 31 positioned to engage a contact segment nLl when the elevator car is at the lower terminal oor. In an analogous manner, a brush 39 engages a contact segment 1LT! I when the elevator car is positioned at the eleventh floor. It will be noted that in Fig. 2 the carriage 2l occupies a position corresponding to the location of the elevator car A at the third iioor.

A brush 4| together with contact segments g2 to gll are employed in circuits for the purpose of initiating the stopping of the elevator car at a floor for which a down hall or iioor call has been registered.

A brush 43 is associated with contact segments hl to hll for the purpose of assisting in the control of the down oor lanterns.

As previously pointed out, certain of the floors (such as the second to the fifth oors) may be associated in a low zone. These floors have contact segments (e2 to e5) associated therewith. A brush 45 is positioned to engage these contact segments during travel of the elevator car A.

A brush 41 and contact segments z'l to ill are employed in the control of the up floor lanterns.

A brush 49 and contact segments i2 to il() are employed in determining the presence of a registered hall or floor call above the position of the elevator car.

A brush 5l and contact segments m2 to ml are employed in controlling the reversal of an up traveling low-zone car.

Most of the brushes are designed to engage only one of the contact segments at a time. However, certain of the brushes 21 and 45 are constructed to bridge the gap between successive contact segments. Consequently, each of these brushes always is in engagement with at least one contact segment.

'I'.his floor selector FS also is employed for the purpose of operating certain mechanical switches. For example, a cam 53 is located at one end of the carriage 2| for the purpose of operating mechanical switches k2 to kll. The cam 53 has a length sufficient to bridge the operating members of two successive switches. Consequently at least one of the switches always is open. These switches are employed in circuits for detecting the presence of a registered car call for a floor above the position of the elevator car A. It will be understood that each of the mechanical switches has a position corresponding to the location of one of the oors served by the elevator car. It will be noted that the mechanical switches k2 to kll normally are closed and are open only while the cam 53 is in engagement with the operating members.

At its opposite end the carriage 2l has a cam 55 which is employed for operating two mechanical switches PI and P2. The mechanical switch P2 normally is open and is closed only while the cam 55 engages the operating members of the switches. The switch Pl normally is closed and is opened by operation of the cam 55. The mechanical switches Pl and P2 are located at positions corresponding to the location of the elevator car near the second iioor and are employed in circuits controlling the assignment of the elevator car A to the zones of floors.

FIGURE 3 Circuits directly involved in controlling direction of travel, starting, deceleration and stopping of the elevator cars are illustrated in Fig. 3. These circuits are energized from direct-current buses identified by the reference character DC+ for the positive bus and DC- for the negative bus.

Although various conventional motor drives for the elevator cars may be employed, it will be assumed that a motor drive of the variablevoltage type is here employed. Consequently, the motor MO is a direct-current motor.

For the purpose of energizing the motor MO the field winding MOF of the motor is connected directly across the buses DC+ and DC. The armature MOA together with the armature -GEA of a direct-current generator GE are connected in a local loop circuit by means of conductors 5l and 59. It will be understood that the armature GEA is rotated at a substantially constant rate by means of a motor (not shown).

Field excitation for `the generator GEA is provided lby two field windings GEFI and GEFZ. The eld winding GEF2 is a series eld winding connected in the loop circuit established by the conductors 51 and 59. The iield winding GEF! is a separately-excited iield winding and is lenergized from the direct-current buses through a reversing switch which permits reversal of the direction of travel of the elevator car. The reversing switch comprises contacts 4or an up switch U and a down switch D.

The eld winding GEFI is energized through a resistor Rl which may be shunted by make contacts of a speed relay V to permit full-speed operation of the elevator car.

The speed relay V may be energized during up travel through a circuit which includes contacts U4' of the up switch, a limit switch 6l and the contacts El vof the inductor relay. During down travel of the elevator car, the speed relay may be energized through make contacts D4 of the down switch, a limit switch 63 and the `contacts E2 of the inductor relay. It will be understood that the normally-closed limit switches 6l and 63 are cam operated and opened as the elevator car approaches its upper and lower limits of travel respectively.

When the elevator car A is conditioned for up travel, make contacts Wi of an up preference relay are closed to permit energization of the up switch U and a car running relay M through the car switch CS. When energized, the up switch U completes a holding circuit which includes the make contacts U5, the break contacts -FI and the normally-closed limit switch 65. This limit switch is cam operated to open as the elevato-r car approaches its upper limit of travel.

When the elevator car is conditioned for down travel, the make contacts Xl of a down 4preference relay are closed to permit energization of the down switch D and the car running relay M through the car switch CS. When energized, the down switch D completes a holding circuit which includes the make contacts D5, the break .contacts F2 and the normally-closed limit switch '67. The limit switch -37 is cam operated to open as the elevator car nears its lower limit of travel. Safety devices 68, such as door switches, may be included in series ywith the car running relay M to permit Vstarting of the elevator car only when the safety devices are in their safe conditions.

The coils of the inductor relays E and F and the coil oi a holding relay G are connected in parallel for energization through contacts MI of the car running relay. The initial energization of these coils is determined by three make contacts. The contacts Tl are closed when the elevator car is to stop in response to a registered car call. The contacts J I are closed when the elevator car during up travel is to stop and reverse at a floor below the upper terminal floor. The contacts Sl are closed when the elevator car is to stop at a iioor for which a floor call is registered. When once energized, the holding relay G closes its make contacts Gl to establish a holding circuit for the three coils.

The up preference relay W can be energized only if the down switch is deenergized (break contacts D6 are closed), the elevator car is not set for down travel (break contacts X2 are closed) and the elevator car is not adjacent its upper terminal floor (cam-operated limit switch 89 is closed). It will be understood that the normally-closed cam-operated limit switch 69 is opened as the elevator car nears its upper terminal iioor.

In addition, initial energization of the up preference relay requires that the break contacts J2 be closed. If the elevator car is to reverse at a floor below the upper terminal iioor, the break contacts J2 open to deenergize the up preference relay. To prevent such deenergization until the elevator comes to a stop at a oor, make contacts M2 of the car running relay are connected in parallel with the contacts J2.

The down preference relay X can be energized only if the up switch is deenergized (break contacts U6 are closed), the up preference relay is deenergized (break contacts W2 .are closed), and the elevator car is not adjacent the upper terminal iioor (the cam-operated limit switch 1I is closed). It will be understood that the normallyclosed cam-operated switch 'Il is opened as the elevator car nears the lower terminal licor.

VIt will be recalled that a spring-actuated electrically-released brake i3 of conventional construction is employed. This brake includes a brake shoe 13A which is spring-biased into engagement with a brake drum 13B mounted on the shaft of the motor MO. 'Ihe brake includes a magnetic armature I3C' which is attracted when the coil I3D is energized to release the brake. Such energization of the coil 13D is effected through contacts of either the up switch U or vthe down switch D.

FIGURE 4 Fig. 4 shows circuits for controlling the operation of a high car-call relay K, a car-call stopping relay T and the floor-call stopping relay S.

It will be recalled that the contact lsegments a2 to all and d2 to dll) are employed in controlling the answering of registered car calls by the elevator car A. By inspection of Fig. 4 it will be noted that when the elevator car A is traveling up, the make contacts W4 of the up preference relay and the make contacts M3 of the car running relay are closed to connect the car-call stopping relay between the brush 25 and the bus DC-. Consequently, any of the contact segments a2 to all, capable of completing an energizing circuit for the car-call stopping relay T, will initiate a stopping operation of the elevator car during up travel. Since the car-.call circuits for the floors are generally similar, circuits are shown only for the second, third, fourth, fifth, ninth and tenth floors.

If the elevator car is traveling in a do-wn direction, the make contacts X3 of the down preference relay and the make contacts M3 of the car running relay are closed to connect the car-call stopping relay T between the brush 33 and the bus DC-. Consequently, any of the contact segments d2 to d10 capable of completing an energizing circuit for the car-call stopping relay T will initiate a stopping operation of the elevator car during down travel thereof.

The contact segments a2 to all and d2 to d10 are connected to the bus DC+ through the carcall pushbuttons 2c to I lc. The car-call pushbuttons 2c to l Ic are spring-biased to remain open. When actuated, each button. is retained in its actuated position as long as the associated retaining coil 2cc to lloc remains energized. It will be noted that the contact segments a2 and d2 may be connected to the bus DC`+ through the car-call pushbutton'Zc. In a similar manner, remaining pairs of contact segments may be connected to the bus DC+ through their corresponding car-call pushbuttons.

During the procedure required to reverse the direction of travel of the elevator car, the make Acontact W5 of the up preference relay and the make contact X4 of the down preference relay momentarily are both deenergized. Consequently, upon completion of any trip in one direction of the elevator car, the retaining coils momentarily are deenergized to reset the car-call pushbuttons.

As clearly shown in Fig. 2, the mechanical switches k2 to klu are connected between pairs of 'contact segments. For example, the mechanical switch lc2 is connected between the 4contact segments a2 and a3. As a further example, the mechanical switch k3 is connected between the contact segments a3 and a4. If a car-call is registered for any floor above the position of the elevator car, the high car-call relay K will be venergized through the mechanical switches between such car-call pushbutton and the brush 21. The cam 53 opens mechanical switches corresponding to floors at or below the position of the elevator car in order to prevent calls registered for such iioors from affecting the energization of the high car-call relay K.

The relays K and T can be energized only if one of the sets of break contacts LI or W3 is closed. During down travel, the contacts W3 are closed and the car-call circuits consequently are eifective. During up travel, the contacts W3 are open. If the elevator car is assigned to the low zone, the contacts Ll also are open to prevent response of the elevator car during up travel to a car call.

Turning now to the floor call stopping relay S, it should be noted that this relay is energized when the elevator car is to answer a registered floor call. Since the circuits for the up floor-call buttons are substantially similar and since the circuits for the down floor-call buttons are substantially similar, it suflices to illustrate up iioor pushbuttons and associated circuits for the second, third and tenth oors and to show down floor pushbuttons and associated circuits for the second, third, fourth and fifth, tenth and eleventh iioors.

The floor-call stopping relay is connected between the bus DC- and the brush 29 if the elevator car A is traveling upwardly (make contacts W6 of the up preference relay are closed) and if the elevator car A is not assigned to the low zone (break contacts L2 are closed). Under these circumstances the elevator car A is conditioned to answer any registered up floor call which it reaches. Under such circumstances when the brush 29 reaches a contact segment associated with a floor having a registered up floor call, the brush 29 is connected to the bus DC'-l to energize the relay S.

When a prospective passenger actuates an up floor-call button 3U, an energizing circuit is completed for the associated up floor-call registering relay, in this case 3UR. The relay SUR then closes its make contacts 3UR| to complete a holding circuit around the floor-call button 3U. Consequently, the contact segment b3 now is connected through the contacts 3UR| to the bus DC+. If the elevator car is conditioned to answer up floor calls, the brush 29 upon engaging the contact segment b3, completes an energizing circuit for the floor-call stopping relay S. Floor calls answered by an up-traveling elevator car A are cancelled by engagement of the brush 3l with the appropriate contact segment c2 to cl0.

This brush is connected to the bus DC- provided the elevator car is traveling up (make contacts W1 are closed) and the elevator car is conditioned to stop (break contacts M4 are closed).

Each of the up floor-call registering relays ZUR to IDUR has associated therewith a cancelling call ZURN to IOURN, respectively. Referring again to the third floor circuit as an example, lthe coil 3URN would be wound in opposition to the coil of the relay 3UR. Consequently, when the coil SURN is energized, the relay 3UR is dropped out to cancel the registered call. When the elevator car answers the up call at the third iioor, the following circuit is established for the cancelling coil:

It will be noted that the cancelling and stopping circuits are completed through the by-pass switch 23. Consequently, when this switch is opened by the car attendant, the elevator car fails to answer registered floor calls or to cancel such calls.

It will be understood that the circuits associated with the up iioor pushbutton for each of the iioors are similar to those discussed for the third floor.

Referring now to the conditions wherein the elevator car A answers down floor calls, it should be noted that the floor-call stopping relay S is connectedbetween the bus DC- and the brush 4| if the elevator car is traveling down (the make contacts X5 are closed) and either the break contacts Hl are closed or the break contacts LZI are closed. If the elevator car is assigned to the low zone, the break contacts Hl remain closed and the elevator car answers all registered down floor calls which it reaches during down travel. If the elevator car is assigned to the high zone, the break contacts HI are open. However, the break contacts LZI remain closed as long as the elevator car A is in the high zone. Consequently, the elevator car is conditioned to answer registered down iioor calls which it reaches during down travel in the high zone. When the highzone car enters the low zone, the break contacts LZI open and the elevator car A no longer is conditioned to answer registered down floor calls.

Let it be assumed that a down floor car is registered by aprospective passenger at the third 

